The Anonymous Widower

Pan Up And Pan Down At Drayton Park Station

The years and decades go by and the new Class 717 trains, just like their predecessors; the Class 313 trains, continue to change between 25 KVAC overhead and 750 VDC third rail electrification at Drayton Park station.

There appears to have been little noticeable development in the forty years since the Class 313 reains were introduced. But the operation of the Class 717 trains appears smoother and quieter.

I would have thought, that for safety reasons, the new trains would have used battery power between Drayton Park and Moorgate stations.

After all it’s only two and a half miles, that is run using third-rail electrification.

I’d be very interested to see how much power is used by the new Class 717 trains South of Drayton Park.

In Weight And Configuration Of A Class 717 Train, I showed that the kinetic energy of a jam-packed Class 717 train at 85 mph is 56.15 kWh.

  • I doubt that this sort of speed is achieved in the tunnels.
  • At 60 mph, the energy would be 28 kWh
  • At 40 mph, the energy would be just 12 kWh.

Obviously, hotel power for air-conditioning and lights will be needed for the train, but even at 5 kWh per car per mile, that would only be 150 kWh.

To carry 200 kWh of batteries on a six-car train is a very practical proposition.

  • Vivarail have done it in a three-car train.
  • There could be a short length of third-rail electrification to top up the batteries at Moorgate station, if required.
  • Battery power could be used in depots to move trains, which would mean depots could have less electrification.
  • Trains could be moved to the next station, if the electrification should fail.

The route between Moorgate and Drayton Park stations, is probably one of the best and easiest in the UK for battery operation.

January 31, 2019 - Posted by | Transport | , , , ,

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